Driving mechanism for automobiles and the like.



W. N. ALLAN. DRIVING MECHANISM FOR AUTOMOBILES AND THE LIKE. APPLICATION FILED AUG. 26. I9I3- RENEWED AUG. ll, I917- Patentenl Feb. 26,1918.

8 SHEETSSHEET I W. N. ALLAN.

DRIVING'MECHANISM FOR AUTOMOBILES AND THE LIKE. APPLICATION FILED 6.26. 1913. nznswznauc. M. 19-11.

Patented Feb. 26, 1918.

8 SHEETSSHEET 2.

W. N. ALLAN. I nmvme MECHANISM ron AUTOMOBILES AND THE LIKE. APPLICATION FILED AUG-26. 193- RENEWED AUG. l 19". "7 Patented Feb; 26, 1918.

8 SHEETS-SHEET 3- w. N. ALLAN. DRIVING MECHANISM FOR AUTOMUBILES'MJD THE'LIKE.

APPLICATION flLED Aim-26. I913- RENEWED'AUG- H. 19!]- Patented. Feb. 26, 191.8.

8 SHEETS-SHEET 4.

v w. N. ALLAN. DRIVING MECHANISM FOR AUTOMOBILES AND THE LIKE. APPLICATION FILED AUG.Z6. 19%3- RENEWED AUG. H. 1917.

Patented Feb. 26, 1918.

B SHEETS-SHEET 5 mwmm LLL . N. ALLAN.

DRIVING MECHANISM FOR AUTOMOBILES AND THE LIKE.

APPLICATION FILED AUGJB l9l3- RENEWED AUG. II. 9".

Patented 1M. 26, 1918.

3 SHEETS-SHEET 6.

W. N. ALLAN; n DRIVING MECHANISM FOR AUTOMOBILES AND THE LIKE.

APPLICATION FILED AUG-26. I913- REN EWED AUG..1I. 14917.

Patented Feb. 26, 1918.

8 SHEETS-SHEET 7- W "mm W. N. ALLAN.

DRIVING MECHANISM FOR AUTOMOBILES AND THE LIKE. APPLICATION FILED MIG.26. l9l3- RENEWED AUG. u. m1.

' Patented 1Fe1b.26,1918.

'8 SHEETS-SHEET 8.

l to

'- gearing and difierential' having conveying or pipe connecting in r reserve.

Specification of Letters Patent.

nnrvnve nrncnanrsn ronnu'roivronrrns ANJD rrrn LIKE.

Application filed August 26,1913, Serial no. 786,640. Renewed August 11, 1917. Serial No. 185,797.

To all whom it may concern:

Be it known that 1., WILLIAM N ALLA N, a v citizen of the United States, residing at San Ar tonio, in. the county of Bexar and State of Texas, havemvented new and useful Improvements in Drivmg Mechanism for Automobiles and the like, of which the also in conveying means ing part or parts without the lost motion or variation in the power machine when turning following is a specification.

This invention relates to improvements in automobile driving mechanism, and the primary object of the same is to dispense with the usual form of transmission gearing and difierential and to replace these latter. mechanisms by power devices relativelycoacting through the medium of a liquid of any character, preferably oil, maintained at a predetermined volume within the several parts and completely 'filling the chambers of the mechanisms replacing the usual transmission gearing and differential and between the said parts or organizations, so that the least modification or change of pressure at one point will be instantly applied through the transmission of the-column or quantity of oil with relation to the remainrespective parts. A further object of the invention is to provide substitute mechanisms-or organizations for the usual transmission gearing and difierential having a noiseless operation and under complete control of the chaufieur or automobile as to stopping and starting operations, the substitute organizations for the transmission gearing being directly connected to the motor shaft. .A further object of the. invention is to provide substitute organizations for the usual transmission 130 transmission of matically maintained at a uniform pressure,-

the substitute organization bein capable of reverse movement an ferential so arranged as variation of speed onthe two sides of the in either. direction, or when the one rear wheel, for instance, moves fasterthan the otherin traveling over nurves or around corners or other places.

The invention consists in the construction readll the oli applied to the or driver of the vehicle to. accommodate the projecting shaft 10. In the rear part 0 will be-more fully hereinafter described and claimed in preferred form and subject to such modifications and variations as fairly fall .within the scope of theinvention.

In the drawings: Figure 1 is a top plan view of the running gear of an automobile shown broken-through in parts and embodying the features of the circulator.

Fig. 7 is a detail elevation of the front plate or head of the casing of the secondary generator or circulator.

Fig. 8 is an enlarged top plan view particularly showing the secondary generator or circulator.

Fig. 9 is a transverse section taken in the plane of the line 9-9, Fig. 8.

Fig. 10 is a longitudinal section of the pressure controller or regulator.

Fig. 11 is an enlarged detall section of the check valve cooperating with the pressure controller or regulator.

Fig. 12 is a horizontal section through the improved differential showing portions of the sectional or two part drive axle.

Fig. 13 is a transverse vertical section through portions of the difierential.

-Fig. 1a is a section taken in the plane of. the linens-1i, Fig. 13.

Fig. 15 isa crosssection through one of the difi'erential rotors particularly showing the antifrictional bearings for the blades or vanes. 1 t

Fig. 16 is a transverse section on the line 16-16, Fig. 15. 1 The chassis 5 may be of any preferred form and embodies cross-braces 6, 7 and 8 which. serve as supports for the mechanism whichwil] be hereinafter explained. In the front portion of the chassis the usual form of motor 9 is mounted and has a rearwaifrdly the chassis the usual shaft or axle is mounted in suitable bearings. and in the present in- Patented Feb. as, rare.

and arrangement of the several parts which rot . section by Figs. 2 and 3 and comprises a surrounding or inclosing casing 17 with a sliding block or pump element 18 mounted therein, actuated at the will of the chauffeur or driver by a pull-rod 0r connecting element 19 secured to the center of one end thereof and extending-through a gland 20 in one end of the casing 17 to adjusting means on one side of the chassis which will be presently explained. The block or pump element 18 is Y of materially less dimensions in one direction, or is of less length than the interior of the casing 17 so that the said block or element may be readily shifted. The block or element 18 is formed with a cylindrical chamber 21 having a cylindrical rotor 22 cccentrically mounted therein and provided with a pluralityof extensible blades or vanes 23 which are equipped with rollers 21 at opposite portions, thesaid rollers 241 continually engagmg cam groove 25 .inthe end i walls 26 of the block 'or element 18, the said cam grooves 25 being concentric with relation to the chamber 21, but eccentric with relation to the rotor 22. The rollers 24 are mounted on rods or hearing devices 27 secured to or in the blades or .vanes 23, the blades or -vanes working preferably in sockets 28 fitted in the rotgg 22, as clearly shown by Fig. aid socketf'being adapted to resist wear iii view of the fact that they are made of harder material than the remainingportion of the rotor, and by this means the blades or vanes 23 will be maintained in practical working condition. The blades or vanes 23 also have suitable packing strips 29 attheir outer ends which may be of the usual spring-pressed type to set up a tight engagement or joint between the outer ends of the blades or vanes and'the portion of the wall of the chamber 21 with which the blade or vane ends are adapted to coiiperate. The rotor 22 is keyed onthe rear projecting portion of the mOtOr or engine shaft '10 which extends through the casing 17 to the rear'side of the latter, as shown by Fig. 3, and also through the block or element 18, the latter having horizontally disposed slots 30 in opposite ends thereof or at the front and rear portions to accommodate the shifting movement of the said block or element relatively to the shaft, one of the ends of the block being. shown In detail by Fig. 7. By means of the slotted end construction just explained, the rotor is always maintained in eration of the engine or motor and secondary -whi e the blocker element 18 is moved to modify the space in the chamber 21 relatively to either side portion of the rotor in changing from a forward drive to a reverse drive of the automobile or machine as a whole. The upper part or top portion of the block or element 18 is formed with a plurality of inlets or ports 31, as clearly indicated by Fig. 6, and the lower part of said block or element is likewise formed with a plurality of outlets 32, or the outlets 32 may become the inlets, and the inlets 31, the outlets, in accordance with the direction of movement of the automobile or machine when the block or element 18 is adjusted or shifted from one position to another within the casing 17. The inlets 31 and outlets 32 communicate or open into diametrically opposite portions of the chamber 21 or are adapted to respectively, communicate with upper and lower chambers 33 and 34: to which is disposed and extends transversely through the said generator or circulator at the point p where it isapplied and is mounted to rotate sides to set up communication between the plpes 35 and 36 or between the chambers '33 and 34 when the said valve is turned to open ports 38 extending through the valve, as shown by Figs. 3 and 9, when it is desired to permit t e engine and the secondary generator or circulator to run without actuating the differential or in case the engine or motor and secondary enerator are shut off and the ipes 35 and 36 while the automobile or ot er vehicle is coasting or when the opgenerator is unnecessary. When the valve 37 is turned to bring the ports 38 thereof in planes at right angles to the position of the said ports shown by Figs. 3 and 9, the circulation of the liquid medium can be effected only through the rotor 22 or the chamber 21. in which the said rotor operates, and during such latter position of the valve the automobile or other vehicle will be driven either forwardly or backwardly in accordance with the position of the rotor 22. The valve 37 has a stem 39 projecting outwardly from one end thereof through a glandor stufling box 40 to one side of the chassis, as shown by Fig. 1, and has its outer end held in a suitable bearing 41, the said stem being provided with a foot-operating lever 42 which extends upwardly through the flooring or bottom of the body of the automobile or stopped to permit the liquid medium to circulate backwardly and forwardly through other vehicle within easy reaching distance metric of the foot of the chaufl'eur or driver. The valve 37 may be properly termed a neutral valve and mainly aflects by its position the operation of the substitutefor the usual diflerential, which in the present instance is in the form of a fluid operated difl'erential,

generally designated by the numeral 43 and to opposite extremities of which the sectional or two-part drive axle extends. As shown by Fig. 1, the fluid operated diii'erential 43 embodies a casing 44 centrally divided by a partition wall 45 forming; two independent chambers 46 and 47, as clearly shown by Fig. 12. A rotor 48 is'secured on the section or part 12 of the drive aXle extending through the chamber 46 and a rotor 49 is secured on the section or part 11 of the drive axle extending through the chamber 47, said rotors occupying eccentric positions relagrooves being eccentrically formed in the heads and directly connecting with blades or vanes 56 of the rotors 48 and 49. In view of the eccentricity of the cam grooves 55 in the heads50 and 51. the blades 56 will'be regularly projected, as clearly shown by Figs. 13, 15 and 16, Each rotor 48 or- 49 is similarly equipped with the blades or vanes 56' and has radial sockets 57 mounted therein, as clearly shown by Figs. 13 and 15, of harder material than the .remaining portion of the rotor to take up wear, and the blades are directly seatedand move in the said sockets, the outer ends of the blades 1 being provided with packing strips 58 of the usual spring-pressed type to frictionally engage the Walls of the chambers in which the blades have movement. Each blade 56 is also provided with an antifrictional attachment, and to receive saidattachment the one side of the blade is longitudinally recessed, as at 59, and is'provided with an inner wear plate 60 of harder metal than the blade, and

hearing against the said wear plate is a' plurality of rollers 61 held between washers or partitions 62, the outer partition'62 being engaged by springs 63 arranged asv clearly shown by Fig. 16 and operating to keep the rollers in operative position relatively to each blade. By means of the anti-' W frictional attachment as just explained each blade 56 is permitted to have sensitive. sliding movement in its socket. The partitions 62 form the outer and inner extremities of an inclosure or seat 64 torthe reception of 65 the rollers 61, as shown by Fig. 16, the said seat being open at its opposite sides so as to expose and permit contact of the opposite portions of the'rollers respectively with the plate and the adjacent wall of the socket 57. Through the medium of the antifrictlonal attachment in connection with the blades or vanes 56 wear on the latter is reduced toa minimum, and, furthermore, by means of the sockets 57 the blades or vanes are retained in proper radial alinement and the use of a less expensive grade of material for the main portions of the rotors 48 and 49 is ermitted without detracting in the least trom the effective operation of the said rotors.

An opening is formed in the partition 45 to receive the inner ends of the sectional or tWo-part driving axle composed of the sections 11 and 12, the inner ends of the sections normally abutting, as clearly shown by Fig. 12, and the opening 65 is enlarged at opposite sides of the center of the partition 45, jas at 66, and in the enlargements of the opening antitrictional bearings 67 are .mounted and are internally constructed, as

clearly shown by Fig. 14. The heads 50 and 51 also have central openings 68 in which antifrictional bearings 69 aremounted and of the same construction as the bearings 67,

the sections or parts 11 and 12 of the axle extending through the bearings 69 and outwardly through the centers of the stutling The inner ends of the secboxes 52 and 53. tions or parts 11 andl12 of the axle are longitudinally bored, as at 70, to receive a coupling axle or rod ,71 whichis loosely projected into the opposite bores, as shown by Fig. 14, so thatthe said sections or parts 11 and 12 may rotate at different rates of speed when the automobile or vehicle is turned either to the right or left and at the same time be maintained in proper operative relation. The stuifing boxes 52 and 53 each specifically embodies a cylindrical seat 72 extending outwardly from the center of the adjacent head 50 or 51 and having a non-leaking joint' formed by a gland washer 73 closel embracing and surround ing the section 0 the axle passing outwardly through the stuffing box. Telescopically fitted within the outer open end of the cylindrical seat 72 is a hollow closing cap 74 which is fully open at its inner end andhas a central opening as at 75 at its outer end through which the one section or part of the axle extends. The cap 74 is ad ustable relatively to the seat 7 2 and is held in place by a locking cap 76 applied thereover and internally screw-threaded, as at 77, to engage outer screw-threads 78 of the seat, as clearly shown by Fig. 12. The advantage of this improved stuliing box is that a long stufting space is provided and the stufing material may be disposed in the seat and the closing cap 74 and the locking cap .76

afterward applied without in the least affecting the assemblage of the cap 74 with the seat 72 and without in the least dis-.

' placing or winding the packing material within the stufling box, with material advantages in the rotation of the section or part of the axlepassing through the stuffing box as well as preventing the least leakage of the oil through either bearing 69. Secured to the heads 50 and 51 are frustoconical guards 79, each having a hand-hole with a suitable closure, as at 80, to permit access to the stutfing boxes for the purpose of filling and adjusting the same. The guards 79 also have cylindrical extensions 81 with sleeves 82 fitted therein and surrounding the outer extremities of the'sections or parts 11 and 12 of the axle, the sleeves 82 extending out to the hubs of the wheels 13 and 14 to provide a strong support for the latter and also to completely inclose the parts of the axle and the opposite extremitiesof the differential to obviate the entrance of dust or dirt to the latter.

The casing 44 of the diiferential has enlarged chambers 83 and 84 at the upper and lower portions of the inner side thereof with which the rear ends of the pipes 35 and 36 respectively communicate, and through openings or ports 85 the chambers 46 and 47 have communication with the said enlarged chambers '83 and 84, the latter chambers serving as-a means of distribution of the liquid or oil equal with regard to quantity and pressure relatively to the two rotors 48 and 49 ofthe differential. The openings or ports 85 are located at points above and below each rotor, as shown by Fig. 13, and a dividing wall.86 is located at the outer portion of each chamber 83 and 84 to regularly separate the flow of liquid or oil relatively -to.the chambers 46 and 47. The pipes 35 and 36 are suitably attached to an inner side plate 87 of the difi'erential casing 44, as shown by Fig. 13, and the parts of the chambers 83 and 84 are so shaped and have such relative positions to'the ports or openings 85 and the chambers .46 and 47 that theliquid or oil will have unimpeded circulation into and outwardly from one chamber and around each rotor 48 and 49 to act on the blades 56 as thelatter are radially projected.

A pressure regulator or controller is embodied in the improved driving mechanism and cooperates with the secondary power generator or circulator 15, said pressure regulator or controller consisting of a cylinder 87 of suitable length having front and rear caps 88' and 89, as shown by Fig. 10,

and therein a piston 90 is mounted and has a stem 91 movably engaging-the rear cap 89 and adapted'to slide through the latter.

4 Surrounding the piston rod 91 and bearing at its opposite extremities respectively agamst the piston 90. and the rear cap '89 is to the center of the cap 88 and communicating with the cylinder is a charging pipe 93 having at its outer free extremity a charging valve 94 and provided at an intermediate point with a T-coupling 95 fora connecting pipe 96 provided with a check valve 97 and attached to the top portion of the secondary power generator or circulator 15, as at 98, see Figs. 5 and 8. The pipe 96 communicates with the upper chamber 33 of the secondary power generator or circulator 15. As shown by Fig. 11, the check valve 97 has the usual passage 99 therethrough, together with a valve seat 100 and a gravitating valve 101. The gravitating valve 101, however, differs from the ordinary check valve in having a small opening 101* therethrough, said opening being only into the cylinder 87 under certain excess pressure conditions or when an equilibrium of pressure on opposite sides of the valve 101 is not present. The improved mechanism also includes a pressure equalizer or safety valve which is associated with the rear portion of the secondary power generator or circulator 15 at one side of the points of communication 0r attachment of the pipes 35 and 36 with the said generator or circulator and adjacent to the valve 37 This safety valve embodies a supplemental cyl inder 102 having therein a floating or loosely arranged cylindrical valve or piston 103 slidably mounted on a rod 103 held at its ends in the cylinder ends and engaged at opposite ends by opposing springs 104 and 105, by-passes 106 and 107 having open communication with the cylinder 102 at points above and below the normal intermediate position of the valve or piston 103,-

as clearly shown by Fig. 9. The upper and lower portions of the cylinder 102 have ports 108 and 109 opening into'the rear portions of the upper and lower chambers 33 and 34 adjacent to the point of communication with the latter of the pipes 35 and 36 and above and below the valve 37. The purpose of this safety valve is to provide for ture. of the pipes. Should this excessive emme the by-pass 107 and the upper portion of the cylinder 102, when an immediate relief would be effected, and conversely if the excessive pressure took place in pipe 36 the;

valve 103 would be moved upwardly by rea son of the fact that the increased pressure.

would be brought to bear upon the valve 103 through the ports 109 and when the valve 103 was moved upwardly the upper spring 104 would be compressed and the'relief take place when the valve cleared the lower bypass 107 for communication with the upper part of the cylinder 10 2, the movement of the valve in either direction and opening tommunication between the by-passes 106. and 107 establishing a counter-circulation in either direction through the ports 108 and 109 and the cylinder 102 when either of the by-passes 106 and 107 is opened respectively to the lower and upper portions of the cylinder 102 by corresponding movement of the valve 103. Under normal conditions the springs 104and 105 hold the valve 103 in central position in the cylinder 102, as shown by Fig. 9, the said springs having such normal tension as to resist movement of the valve 103 by the ordinary or normal pressure of the liquid or oil circulating in the mechanism. lhe pressure in the regulator 87 is between forty and fifty pounds, and this pressure is produced by the compression of the spring 92 which is added to the normal pressure of the liquid or oil primarily introduced in the circulating system under pressure.

The pipes 35 and 36 may be of any form adapted for the purpose of setting up circulatory communication between the secondary power enerator or circulator and the differential, ut it is preferred that these pipes be of corrugated form as shown, as

by such construction they are rendered much more resistful to strain, and it is preferred also in many'instances to use a sheetsteel tube 110 in each pipe so as to prevent'what is known as skin friction, that might result with disadvantage at times in the corrugated form of pipe. These steel tubes 110 in each of the pipes just specified are held in, fixed position relatively to said pipes.

' The secondary power generator or circulator 15 and the difierential 43 each has an airchamber 111 and 112 communicating with the upper portion thereof and adapted to permit any air that may be in the several Y parts of the mechanismto escape therehrom when the mechanism is' charg'ed, and at such timea valvek113 on each cylinder'lll and 112 is opento allow-the air to escape to the atmosphere. After i the mechanism; is charged with liquid or oil the valves 113 are closed, and it will be understood" that at any time found necessary when-the mech anism, is charged to liberate air-therefrom the valves 113 may be openedat will; ,5-

.The adjusting rod 19 connectedto'flthe slide block 18 of the secondarymowep "gen- I erator or circulator 15' isoperated a diagonal slot 116 therein engaged .by a

roller 117 depending from and carried by a head 118 secured-on the outer end of the rod 19. Attached to the .rear end of the plate 114 is an operating or connecting rod 119 movably secured to the lower end'of a lever 120 suitably mounted on the same side bar or frame beam in rear of the plate 114.

and having a suitable locking means cotiperating with a toothed segment 121. It will be understood that the lever 120 will be of any approved type and will project up- .wardlv within easy reaching distance of the chaufieur or driver of the machine. By shifting the lever 120 backwardly and forwardly the plate 114 will be correspondpreferably oil, through the charging valve 94 of'the pipe 93, a suitable pressure pump being used and attached to the said valve. The oil is pumpedinto the pipe 93 and passes through the pipe 96 and check valve 97 to the upper chamber 33 and then through the chamber 21 around the rotor 22. down to the chamber 34 and through the lower pipe 36 to the differential 43, and then forwardly again throu h the pipe 35 to the upper chamber 33. The pumping of the oil into the pipe 93 is continued until the mechanism is fully charged and the desired pressure established, the determinedpressure being ascertained through the medium of anv suitable form of gage on the-pump. and during the establishment of the pressure in the mechanism the piston will be pressed backwardly in its cvlinder 87 against the resistance of the spring 92 and the piston rod 91 will recede throu h the rear cap 89. When an equilibrium of pressure has been established on opposite sides of the check valve 101 the latter will seat itself by gravity, and should there be a reits - automatically bodying the piston 90 and spring 92, the

spring pressure being added to the normal pressure or at least tending to. maintain an equilibrium onthe slightest fluctuation of pressure above the check valve 101 or in the main portion of the mechanism. A tendency to fluctuation or variation of the pres sure in the mechanism above the check valve 101 will always be present owing to the centrifugal action of'the rotor 22 of the generator or circulator 15 when running at high speed, and this tendency of pressure'is overcome and a uniformity of pressure in the entire oil circuit is maintained by the pressure regulator or controller embodying. the piston 90 and the spring 92. When the expansion is greater on one side or the other, as for instance on the return side or through the pipe 36 when the automobile or car is reversed, -or from .any other cause during the operation of the mechanism, and when the one rotor of the differential is running faster than the other, the pressure regulator or controllerembodying the piston 90 and spring 92 is affected by the oil being forced downwardly through the small opening 101 in the check valve 101, and this additional pressure wiTl be imposed on the piston 90 and the latter will thereby beforced backwardly a; distance corresponding to the greater pressure on either one side or the other or in the pipe 36 or pipe 35 until nor mal conditions are resumed relatively to the circulation of the oil in the mechanism, and at such latter time the piston 90 will again assume its properposition relatively to an equilibrium ofpressure or to set up an equilibrium of pressure throughout the entire mechanism. It will be understood that all the parts of the mechanism are fully charged with oil at all times, and should there be any leakage or shrinkage from any cause whatsoever the deficiency willbe made up by the operation of the pressure regulator or controller. At any time desired the mechanism may be sub- Jected to an auxiliary charging with oil and itis obvious that such operation will have to be pursued from time to time.

The mechanism having been charged with oil as just explained will then be ready for operation and when the automobile or' car is standing. the block or element 18 will have been shifted to or occupies a position directly on center relatively to the casing 17 and shaft 10, the lever 120 then being perpendicular. When the block 18 is directly in the center will be likewise disposed in the center of the main without circulation or be to variation of the casing 17 the rotor 22 chamber 21, and if the rotor 22 is running by actuation of the motor 9 through the shaft 10 there will be no oil transferred from the inlet chamber 33 to the outlet chamber 34 as all the parts are on center, or the oil in the several parts of the apparatus will repractically inert and consequently the oil will have no effect on the rotors, 48' and 49 of the differential 43. To start the car or automobile, the

motor 9, if it has stopped running, will be first set in motion, or if the motor is running and the rotor 22 is in actuation the lever 120 is moved slightly forwardly and the block 18 is thereby slightly shifted to the left and ofi center. This movement of the block will cause the formation of a larger space in chamber 21 on the left side of the rotor 22 than on the right side of said rotor, and the blades 23 will be caused to carry the liquid from the inlet chamber 33 to the outlet chamber'34 and force the oil through the pipe 35 into the lower chamber 84 of the differential in the direction of the arrows shown by Figs. 3 and 13, thereby revolving the rotors 48 and 49 and driving the sections or parts 11 and 12 of the rear drive axle or shaft. It will be understood that the oil passes from the lower chamber 84 into the lower portions of the chambers 46 and 49 through the lower ports 85, and after engaging the blades 56 of the rotors 48 and 49 the oil passes upwardly to the upper chamber 83 and returns through the pipe 36 to the top portion or upper chamber 33 of the secondary power generator or circulator 15, and by this direction of circulation the automobile or motorwill be driven forwardly and the circulation will be regularly carried on downwardly and backwardly and then upwardly and forwardly and cooperate with the rotors 22 and 48 and 49. The speed of the rotors 48 and 49 will depend entirely on the amount of liquid pumped or circulated rearwardly by the rotor 22, or in other words this speed will depend upon the. distance the block 18 is ofl center and will be controlled by the lever 120. During the operation of the mechanism as just explained, the neutral valve 37 will be closed and remain closed during both forward and reverse movements of the automobile or car. ment of the automobile or car is effected by moving the block 18 through actuation of the lever 120 in a direction opposite to that just described,'or the block 18 will be shifted to the right and ofi center, nd under these conditions the oil will be thrown upwardly into the chamber 33 and pass rearwardly through the pipe 36 to, the upper chamber 83 of the differential and thence enter the upper portions of the chambers 46 and 47 and reversely rotate the rotors 48 and 49 and the sections or parts 11 and 12 of the drive shaft A reverse inoveor axle, the oil returning through the lower I meagre pipe from the lower chamber 84 back to the rotor 22. Ifihe automobile or car, isin motion and it is desired to coast down a hill when the motor or engine 9 should be slowed down or stopped, the valve 37 is opened, as shown by Figs?) and 9,'and as hereinbefore explained circulation of the oil is then efiected through the valve instead of passing forwardly to the rotor. Furthermore, this valve 37 is opened when it is desired to'bring the automobile or car to a standstill without stopping the motor 9 or the rotor 22, and when the valve 37 is open it will be understood that the oilwill circulate around the rotors 48 and 4L9 without actuating the sections or parts 11 and 12 of the drive axle or shaft owing to the fact that the secondary power generator or circulator rotor 22 is not imparting to theoil any forceful or driving impulse. When the machine is brought to a. standstill without stopping the motor or the rotor 22, it will be understood that the block 18 will be shifted so as to bring the same on center and thereby throw throtor 22 out of commission. When it is desired to again fully start the vehicle or set up a full circulation of the liquid or oil, the valve 37 is closed and the block 18 shifted slightly to the left to bring the rotor off dead center and immediately the full circulation of the liquid or oil-will be set up and the machine proceed.

lhe neutral valve 37 also has the additional function of operating as a braking means for the rotors of the differential after the shiftable pumping element or block 18.

with the rotor therein has beenmoved to a position where it ceases to circulate the liquid medium, said braking operation being accomplished by gradually closing the neutral valve and obstructing the free circulation of the liquid medium and thereby gradually bringing thefull force of the liquid medium against the rotors of the difierential to stop rotation of the latter owing to the fact that the conduits, circulating organiza- =tion and differential are always filled to their full capacity with the liquid medium. A further advantageous improvement inthe present mechanism is the fact that the conduits 35 and 36 are flexible and fracture thereof is less liable to ensue, especially in view of the use of the corrugated outer pipe as a part of each conduit and also the use of the inner thin sheet metal tube, which, combined with the outer corrugated tube,.produces a strong conduit organization, and as these conduits are permitted to fieX'they will be also less liable to injury by pressure or expansion therein and from sudden vibrations or jars produced by the running of the vehicle or automobile. A. further advantage is theembodiment in theorganization as a whole of the neutral valve, the expansion equalizer, and thepressure regulator as all contingencies or. conditionsman be readily met in a practical manner by the operation of these several parts either cotirdinately or at times independently.

From the foregoing it will be seen that the organizations used as specified for the usual transmission gearing and difierential mechanisms are noiseless in their operations and readily controllable to meet various operat-o ing contingencies of automobiles and other analogous vehicles or propelling motor mechanisms. Furthermore, the parts of the improved attachments or the organization as a whole may be readily installed in operative position on the chassis, and the main-. tenance of the improved mechanism in working order will be economical in view of the .fact that the parts are so constructed that they will not readily become broken or dis organized or have the numerous disadvantages of gearing or other devices ordinarily used in transmission gearing and difierential organizations for automobiles and analogous machines. 1

What is claimed is:

1. A driving mechanism for an automobile and the like, comprising a motor having a shaft, a secondary power generator or circulating organization embodying a shiftable pumping element connected to said shaft and having upper and lower chambers, a rear drive shaft comprising independently of the several parts being effected through 1 the same conduits, and means forming .a part of the secondary power generator and rotatable sections each. provided with a disposed between the points of communication of the conduits with the upper and lower chambers of the generator for changing the circulation of the fluid medium through a portion of the generator and between the said generator andthe chambers and rotors of the drive shaft sections.

2. A driving mechanism for an automobile and the like comprising a motor, a secondary power generator or circulating or ganiz ation embodying a shiftable pumping element actuated by said motor, a rear drive shaft, embodying independently. rotatable sections individually provided with a rotor, a casing having independent chambers 1n which the rotors of the drive shaft are mounted and also provided with upper and lower chambers in communication with the said rotor chambers, single tubular conduits tee I between the said upper and lower chambers under pressure, liquid under pressure, and a neutral valve serve as fecdin of the casing and the secondary generator, the conduits, generator and chambers being filled with a liquid medium to full capacity means formaintaining the forming apart of the secondarypower generator and located between the tubular conduits connected to the secondary power genorator or circulating organization forvestablishing a free circulation of the liquid me-, dium relatively to said rotors when the' pumping element is in neutral position.

3. A driving mechanism for an automo-.- bile and the l1ke comprismg a motor, a C1I-'- culating organization, embodying a shiftable pumping element operated by said motor and serving as a substitute for the usual transmission mechanism, a rear drive shaft embodying independently rotatable sections individually provided with a rotor and serving as a substitute for the usual form between the circulating organization and the rotors of the drive shaft, the said conduits, circulatin organization and rotors of the drive shaft having a liquid under pressure flowing therethrough and operating thereupon, means for maintaining the liquid under pressure,- and means embodied in the bin culating organization for maintaining a circulation of the liquid through the rear por. tion of the circulating organization and with relation to the rotors of the drive shaft sections without stopping the motor and the actuation of the said circulating organization.

4. A driving mechanism for an automobile and the like comprising a motor, a circulating organization embodying a shifting chambered element with a rotor therein connected to the motor, a rear drive shaft embodying independently rotatable sections, a casing having independent chambers with rotors therein fixed on the sections of the drive shaft and also provided with upper and lower chambers in communication with the rotor chambers, single-conduits between the upper and lower portions of the circulating organization and the upper and lower chambers of the said casing, thesaid single conduits and chambers being filled to full capacityvwith liquid under pressure and the said conduits adapted to alternately and return means relatively to the circulating organization and ehambers and rotors of the, drive shaft in no cordance with the position of the shifting chambered element of the circulatin organization, meansfor maintaining the liquid under pressure, and means forming part of the circulating organization and located between'tho points of attachment of the conduits thereto for eflecting circulation of the of difl'erentiah single tubular conduits mg element between and in. eontinuouscomv munication with said chambers, af-frear drive shaft embodying independently, [rotatable sectlons individually provided with, a rotor,"

upperand lower distributing-chambers and independent chambers betw een thev latter duits between theupper and lower chambers upper and lowerchambers and-- lraving-;tl 1e drive shaftrotms therein and always, coni- -municating with the saidupper and lower distributing chambers, single tubular con- '50 of the, circulating organization and the upper and lower chambers of the rotors of the drive shaft for the circulation ofa liquid operating medium which is maintained under pressure relatively to the circulating organization and said rotors of the drive shaft, means for maintaining the liquid un- .der pressure, and an automatically operating safety valve also included in the circulating organization to compensate for and equalize excessive pressure.

6. A driving mechanism for an automobile'and the like comprising a motor having a shaft, a circulating organization embodying a shifting chambered element with a rotor therein directly connected to and actuated by the shaft of the motor, a rear drive shaft embodying independent rotatable sections, a casing having independent chambers with rotors therein fixed on the sections of the drive shaft and also provided with upper and lower chambers in communica- .t1on with the rotor chambers, upper and.

lower single conduits between the upper and lower portions of the clrculatmg organization and the upper and lower chambers of the casing, the said conduits alternately operable through the actuation of the rotor of the circulating organization as feed and return mediums and said conduits together with the chambers and circulating organization being filled to full capacity with a liquid under pressure, a pressure regulator connected to the upper portion of the circulating organization and automatically operative to maintain a constancy of pressure and normally partially filled by the liquid under pressure to give the necessary compression to the liquid, and a check valve between the said pressure regulator and the circulating organization and provided with means'for automatically relievin excessive pressure.

' A driving mechanism for an automobile and the like comprising a motor having a. shaft, acirculating organization embodying a shifting chambered element with a rotor therein directly connected to and tarmac v actuated by the shaft of the motor which extends into the said organization, the latter organization also being provided with upper and lower chambers between which the said element is located, a rear drive shaft embodying independent rotatable sections, a casing having independent separated chambers with rotors therein fixed on the sections of the drive shaft and also provided with upper and lower chambers with which said;

separated chambers continually communicate, upper and lower single conduits between the said upper and lowerchambers of the circulating organization and the chambers of the casing, the said conduits alternately operable through the actuation of the rotor of the circulating organization as feed and return mediums and said conduits together with the chambers and circulating organization being filled to full capacity with a liquid underpressure, a pressure regulator connected to the upper cham-- ber of the circulating organization and automatically operative to maintain a constancy of pressure with relation to the entire mechanism and provided with means for filling the same, and a check valve'interposed between the pressure regulator and the circulating organization having provision for automatically relieving excessive expansion and pressure during certain movements of the automobile.

8. A driving mechanism for an automobile and the like comprising a circulating organization having upper and lower chambers and embodying a shiftable pumping element between and in communication with said chambers, a rear drive shaft embody ing independently rotatable 1 sections individually provided With a rotor, upper and lower distributing chambers adjacent to the drive shaft, independent chambers having the drive shaft rotors thereinand communicating with the said upper and lower distributing chambers, upper and lower single tubular conduits respectively and directly connected to the upper and lower distributing chambers and also to the upper and,

lower chambers of the circulating organization and through which also the circulation is reversed whenreversing the movement of the driving m echanism,the said conduitsbeing continually open, an automatically operating safety valve also included in the circulating organization to compensate for and equalize excessive pressure, and a pressure regulator connected to the upper chamber of the circulating organization and automatically operative to maintain a constancy of pressure in allof the chambers and the conduits.

9. A driving mechanism for an automobile and the like comprising a circulating to the circulating organization and having a charging connection for forcing the liquid operating medium into the 'circulatingorganization and conduits and bringing such liquid mediumin operative relation to the rotors of the rear drive shaft and also for charging the regulator, and a check valve in said charging connection having means for automatically relieving-excessive expansion and pressure from the remaining parts, the said'pressure'regulator being partially filled through its charging connection with the liquid from the circulating organization, conduits and rearcasing when the latter are charged and provided with means operating to exert a pressure greater than the normal pressure of the liquid in the parts of the mechanism to maintain a uniform normal pressure in said parts.

10. A'driving mechanism for an automobile and the like comprising a circulating organization embodying a shiftable pumping element, a rear casing having a drive shaft therein embodying independently ro 'tatable sections individually provided with duits between the upper and lower portions .of the circulating organization and the rotors of the drive shaft for the circulation of a liquid operating medium which is maintained under pressure relatively to the circulating organization and said rotors of the drive shaft, and a regulator connected to the circulating organization and consisting of an elongated cylinder with a spring-pressed piston therein having a rod freely movable through one end of the cylinder and a check valve in said charging connection having means for automatically relieving excessive expansion and pressure from the remaining parts, the said pressure regulator bemg partially filled with the liquid through its front end which is in'charging connection with the circulating organization, conduits and rear easing when the'latter are charged and provided with means operatlng to exert a pressure greater than the normal pressure of the liquid in the parts of the mechanism to maintain a'uniform normal pressure in said parts.

drive shaft,- a prcssurelregulator connected 11. A driving mechanism for an automoorganization embodying a shiftable pumping element, a rear drive shaft embodying independently rotatable sections individually provided with a rotor, continually open tubular conduits between the circulating organization and the rotors of the drive shaft for the circulation of a liquid operating medium which is maintained under pressure relatively to the circulating organization and said rotors of the drive shaft, a pressure regulator connected to the circulating organization, and a'check valve interposed between the said regulator and circulating organization and having a valve proper therein with a reduced opening therethrough to relieve the parts of excessive pressure and expansion and prevent too rapid flow of the liquid therethrough and disturbance of the liquid supply in the several parts.

12. A driving mechanism for an automobile and the like comprising a circulating organization having upper and lower chambers and embodying a shifting element with a chamber in continual communication with the said upper and lower chambers and also provided with a rotor in the chamber of the shiftable element, a motor having a shaft on which the rotor of the shiftable element is mounted, a differential comprising an upper and a lower distributing chamber and independent rotor chambers conjointly in communication with the distributing chambers and also having a rear drive shaft em bodying independently rotatable sections individually provided with a rotor, the rotors of the drive shaft being mounted in the rotor chambers of the ,diflerential, upper and lower continually open single conduits between and having communication exclusively and directly with the upper and lower chambers of the circulating organization and the upper and lower distributing chambers of the differential, all of the chambers as well as the conduits being continually open to each other, and a pressure regulator pro-- vided with means for filling the same and having a connection from one end to the upper chamber of the circulating organization and automatically operative to maintain a constancy of pressure in all of the chambers and the conduits and having means for maintaining the maximum pressure in all the parts, the pressure regulator being charged through its end connection with the upper chamber of the circulating organization when the latter and the conduits and chambers of the difl'erential are charged.

13. A driving mechanism for an automobile and the like comprising a circulating organization having upper and lower chambers and embodying a shifting element with a chamber in continual communication with the said upper and lower chambers and also provided with a, rotor in the chamber of the shiftable element, a motor having a shaft on which the rotor of theshiftab'le element is mounted, a differential comprising upper and lower distributing chambers and independent rotor chambers in communication with the distributing chambers and also having a rear drive shaftembodying independently rotatable sections individually provided with a rotor, the rotors of the drive shaft being mounted in the rotor chambers of the differential, upper and lower continually open single conduits between the upper and lower chambers of the circulating organization and the upper and lower distributing chambers of the differential, all of the chambers as Well as the conduits being continually open to each other, and a safety valve mounted in and forming part of the circulating organization in rear of the shiftable element and having a by-pass with communicating ports therethrough to set up a short circuit between the conduits and differential and the chambers and rotors of the circulating organization, the by-pass being provided with an automatically operating sliding piston valve normally dividing the same.

14. A driving mechanism for an automobile and the like comprising a circulating organization having upper and lower chambers and embodying a shifting elementavith a chamber in continual communication with the said upper and lower chambers and also provided with a rotor in the chamber of the shiftable element, a motor having a shaft on which the rotor of the shiftable element is mounted, a differential comprising upper and lower distributing chambers'and independent rotor chambers in communication withthe distributing chambers and also having a rear drive shaft embodying independently rotatable sections individually provided with a rotor, the rotors of the drive shaft being mounted in the rotor chambers of the differential, upper and lower continually open single conduits between the upper and lower chambers of the circulating organization and the upper and lower distributing chambers of the differential, all of the chambers as well as the conduits being continually open to each other, and asafety valve mounted in the circulatin organization laterally as to the points 0 attachment of the conduits thereto and the chambers and rotor of said organization and controlling the passage between the conduitsand operative to set up a braking action relatively to the differential, the said safety valve having a sliding piston loosely mountnat'mre 'ing organization embodying a .shiftable.

dependently rotatable sections individually provided with a rotor, a casing with intermediate laterally alined chambers having the drive shaft and rotors therein and upper and lower chambers communicating with said intermediate chambers, single tubular conduits between the upper and lower cham- "bers of the circulating organization and the upper and lower chambers of the casing for the circulation of a liquid operating medium whichis maintained under pressure relatively to the circulating organization and said rotors of the drive shaft, means for A maintainingthe liquid operating, means under pressure, and a' valve between the points of connection of the conduits with the circulating organization and the shift'able pumping element to short circuit the liquid operating medium through the circulating organization independently of the circulation thereof through the shiftable pumping element, said valve being also operative to.

set up a braking actionrelatively to the rotors of the drive shaft.

16. A driving mechanism for an automobile and the like comprising a motor, a circulating organization embodying a shiftable pumping element directly actuated by the motor and also having chambers on opposite sides of the said element, arear drive shaft embodying independently rotatable sections individually provided with a rotor,

tubular conduits between the circulating organization and the rotors of the drive shaft,

and a pressure equalizer located within a. portion of the circulating organization and having upper and lower ports in continual communication with the chambers of the said organization and the conduits.

17. A driving mechanism for an automobile and the like comprising a motor, a

circulating organization embodying a shift able pumping element directly actuated by the motor and also having chambers on opposite sides of the said element, a rear drive shaft embodying independently rotatable sections individually provided with a rotor, tubular conduits between the circulating organization and the rotors of the 18. A driving mechanism for an auto- I mobile and the like comprising a circulating organization embodying a shiftable pumping element, a difl'erential embodying independently rotatable drive shaft sections individually provided with a rotor, tubular.

conduits between the circulating organization and the differential, and a pressure equalizer provided with ports in continual communication with opposite portions of the circulating organization and with the conduits and having an oppositely shiftable element therein under spring engagement to equalize the expansion in various parts of the mechanism.

19. A driving mechanism for an automobile and the like comprising a circulating organization embodying a shiftable pumping element, a differential embodying independently rotatable drive shaft sections in dividually provided with a rotor, tubular conduits between the circulating organization and the differential, a neutral valve in the' circulating organization between the conduits and the shiftable pumping element, and a pressure equalizer also interposed between the conduits and the shiftable pumping element of the circulating organization and provided with a chamber having communication at points on opposite sides of the neutral valve.

20. A driving mechanism for an automobile and the like comprising a circulating organization embodying a shiftable pumpingelement, a differential embodying independently rotatable drive shaft sections individually provided with a rotor, tubular and the shiftable pumping element and hav- 21. A driving mechanism for an autoy mobile and the like comprising a circulating organization embodying a shiftable pumping element, a differential embodying independently rotatable drive shaft sections individually provided with a rotor, tubular conduits between the circulating organization and the difierential, a neutral valve interposed between the shiftable pumping element and the conduits, an expansion equalizer also interposed between the shiftable pumping element and the conduits and I having continuous communication with the circulating organization, a pressure regulator connected to the circulating organization, and a check valve interposed between the pressure regulator and the circulating I organization, the valve proper of the check,

valve having a small opening therethrough.

22. A driving mechanism for an automobile and the like comprising a circulating organization embodying a shiftable pumping element, a differential embodying a drive shaft composed of independently rotatable sections individually provided with a rotor, and single tubular conduits between and always fully open to and directly connecting the circulating organization and differential and comprising outer pipes with thin sheet metal tubes therein to reduce skin friction of the circulating medium relatively to the conduits.

23. A driving mechanism for an automobile and the like comprising a circulating organization embodying a shiftable pumping'elemcnt, a differential embodying a drive with inner thin sheet metal tubes to reduce skin friction.

In testimony whereof I have hereunto set my hand in presence of two subscribing Witnesses.

WILLIAM N. ALLAN.

Vlitnesses:

CHAS. S. HYER, M. E. MCDADE. 

